Internal-combustion engine.



J. 0. HBINZE. J11. INTERNAL oomnusmn ENGINE.

APPLICATION FILED JULY 16,1908. 943,408. Patented Dec. 14, 1909,

6 BHBETS SHEET 1 J. 0. HEINZE, JR. INTERNAL COMBUSTION ENGINE.

APPLIUATIQN FILED JULY 16, X908v 943,408. Patented Dec. 14, 1909.

6 SHEETS-SHEET 2 J. O. HEINZE, J1.

INTERNAL COMBUSTION ENGINE. APPLIOATION rum) JULY 10, 1908.

B SHEETS-SHEET B.

J. 0. HEINZE, JR.

INTERNAL COMBUSTION ENGINE.

APPLIOATIOR nun JULY 1a, 1908.

943,408. Patented Dec. 14,1909.

/ I r w. W

J. 0. HEINZE, Jn. INTERNAL GOMBUSTION ENGINE.

APPLICATION YILE D J LY1U,19(IH. 943,408. Patented Dec. 14, 1909.

MAXIMUM TEH IFLA RE u i- L-INL- B0 MtN MUF' TEMPERATURE mmw I emu co, rwtmmmmnua man-"Mow n a J. O. HEINZB, h. INTERNAL comnusmon ENGINE.

APPLICATION FILED JULY 10, 1908 943,408. Patented Dec. 14, 1909 B BHEBTBSHEET it man, I mama 00, mm: mmxmnun mmnmm u n UNITED JOHN OTTO HEIHZE, m.

01 LOW, HABG OHUSETIB.

MBUSTION ENGINE.

INTERNAL-CO specification of Letters Patent.

Patented Dec. 14, 1909.

Application flied July 16, 1908. Serial No. 448,755.

To all whom it may concern:

Be it known that I, Joan Orro Hrgnza, Jr., a citizen of the United States residing at Lowell, in the county of Middlesex an State of Massachusetts, have invented certain new and useful Improvements in Internnl-Combustion Engines, of which the ification, reference being drawin following is a spec had therein to the accompanying My invention relates to internal com us tion engines having one or more c lmders. Its principal objects and the metho s of attaining them may be generally described as follows I. That the multi-cylinders of an internal combustion engine may be kept at a sub stantially uniform temperature,- it has been the practice, heretofore, to try to sup ly an equal amount of cooling water to eac cylindex, or to be more specific, to its water 'acket, by arranging the water piping and ackets in multiple; that is, the feed water pipe and the discharge water pipe have been tapped opposite each cylinder and connected to its respective water jacket. But it has been found that often less water flows through one cylinder than through another, as because of a ilaw or a fin concealed within the water jacket casting and obstructing the flow of cooling water through said jacket, consequently, when such is the case, such cylinder receives less water than any of the others, radiates less heat, and remains hotter. Consequently all of the cylinders, when used, do not have a substantially uniform temicrat-ure, and hence a uniformity of action. How I attain this substantially uniform temperature by arranging the cylinders in series, and having all of the cooling water succrssivcly pass throu 'h water passages in the cylinders. in one direction. and then return through other water passages in said cylindcrs, in an oppositc direction. By so doing, the cooling water passing the first cylinder in one direction is cool, but warm when returning in the opposite direction; has; cool and loss warm, in passing and returning by the second cylinder: still lrss cool and less warm, by the third cylinder; and so on; the rcsult bring, that the average lrinpvl'alul'r of tho coolm wail-r passing curb cylinder is substantially thc some; and lhr some number of lu-al units arr abstracted from curb of tho cylinders. tho tru||wrnlurvs ol whirb are uniform. And furlhcr should lhrrr he an obsll'lu'limi in any of the water assages in one c linder, this obstruction will regulate the ow of all of the water throu b all of the water passe es in the cyliml iars. arran in series. In no, all of the cylinders \vi 1 be supplied with the same amount of water, and will have the same uniform temperature, which, however, will vary with the amount of water sup lied.

l It is the usual practice to rare the water pi es and the gas pi as lead along the outsi e of, and connected with, each of the cylinders; the number of connections increasing in proportion to the number of c linders. Such arrangements and connections are complex and expensive, and in case of assembling or dismantling the cylinders, take much time, and will involve trouble and the consequent expense. I do away with such practice by so casting each cylinder that it is provided with suitable water HIS- sages, or gas passages, or both, extcn ing through it; and then by assembling two or more of the finished cylinders in series so that they abut, and their respective passages are in alinemeut. Whether one or more cylinders are used, there are required only a water inlet, a water outlet, a gas inlet and a ms outlet. Such pipe connections hereto ore r aired for each additional cylinder are thus one away with. By castinp each cylinder in the form hereinafter to ac described, the entire exterior surface of the cylinder in the water cooling passages is exposed. and defects in the casting may be easily detected.

III. In prior internal combustion engines. the cirrumfcmutiul valve area of the gas intake opening, and the circumferential area of the exhaust valve have not been as large as desired. for the reason that large vulrcs do not sent themselves properly, and are easily war med out of shape lit-cause of the amount of power required to open lhcmi the larger the valve, the more power rcquircd. and the greater consequent strain on the ram rods and cums. To attain the increased cirrumi'crrnlial opening nrrn, and not to increase the amount of power necessary to lift the ralvcs, i provide a group of two or more value: controlling two or more openings having the lolal rlrrumfrrcutiul urru desired: and menus to open our of said rnlvrs slightly bcforr the others: lhc area of said vnlrr bring such that tho back proasurturliu against it, can bc orcrromr by tho drsil'rl amount of PHWPI', and la l'rlcnscd by the first valve, and so reduced that the remaining valves may be 0 nod at the reduced back pressure. In ot ier words, with a fixed amount of power and back pressure two or more valves having the desired total circumferential area may be opened, provided one and then the others are opened in succession, but in substance simultaneously. This feature is claimed in divisional a plication, Serial No. 492,505, filed by me pm] 27, 1909.

Having pointed out the eneral ob ects and the way I attain them, l will now describe the construction and o ration of the best forms uowknown to meo embodying the principles of my invention. Some minor objects and the methods of accomplishing them will become plain hereinafter.

In the drawings illustrating mty invention Figure 1 is an isometric view 0 a senesoi two or more of my unit cylinders of an 1nternal combustion engine, and the valve mechanism I employ, all mounted upon a crank case. Fig. 2 is a pers tive view of a molding, pattern of a unit cylinder, and shows water pasages and Igas passages passing through the same. igs. 3 and 4 are like views showin the interior faces of end caps which close t e gas passages and com nect. the water assage passing through one or more unit linders, making up the complete engine. ig. 5 is a vertical longitudinal section showing one unit cylinder of a four cylinder engine, the crank shaft, piston, valve gear and cam shaft, together with radiator, fan, feed and water pum and water inlet and outlet in end cap of t e unit cylinder. Fig. 6 is a vertical transverse sectwo of a unit cylinder showing the water passu ms and gas passages passing throu h a cylin or or cylinders; also the gas va ves and their operating cams. Fi 7 illustrates the closed iosition of into. e group of valves; and 'igs. 8 and 9 respectively show in section, the pressure releasing, and the open positions of a rou of outlet gas valves; the differences in he lengths of the valve stems, and their consequent movements, being somewhat exaggerated for the sake of clcarncs Fig. 10 shows in plan in lon itudinnl section, the bottom of the gas explosion chamber in each of the cylinders of a four cylinder engine; the gas inlet passage and the gas outlet passage extendmg through the cylinder units, being shown in dotted liars, and the course of the gas being ilnlirutod by arrows. Fig. 1.1 shows in sectional elevation the cooling water pas sa' cs outside of the cylinders; the course tuit on by the cooling water through them, lacing siown by arrows. Hg. 12 is a diugruln to illustrate the changes in the tempcraiurc of tho cooling water as it passes through the wan-:- passage of a multicylindcr t'ngilw.

A unit cylinder 1 is cast in iron, in one )iecc, the 'encrnl shape of which is shown in ig. 2. t consists of a listen cylinder 2, open at the bottom and a opted to be fixed to the top of a crank case 3, Fig. 1. It has a head 4, Fig. l, which is rectangular in plan, and surrounds the upper nortion of the piston cylinder. Extendm horizontally through this head and paral el with two of its opposite sides, are two 5 passages 5,6, and water passa 7,8,9. fthe latter, there are three, one a ove another; the two lower passages 8, 9, surrounding the sides of the piston cylinder 2, while the uppermost or third passage 7 has its bottom formed by the top of the iston cylinder. The gas passages .1, 6, lie un erneath the outer edge portion of an explosion chamber 10 in the cylinder head 4, Fig. 6. When more than one unit cylinder is to be used, they, as 1, 1', 1", 1" are mounted in series, as shown in Figs. 1, 10, 11, and secured to the top of the crankcase 3, made preferably of aluminum, and supported, as y arms 11; the adjacent faces 12, 12', 12', 12 of the heads 4, 4', 4", 4" and the open ends of the gas passages 5, G and the water passa 7, 8, 9, all abutting and being bound toget er b suitable tie rods 13, 13, extending throng: all of the cylinder castings, Figs. 1, 6. As a consequence of this construction, there are formed water passages and gas passa common to the multi-unit c lindera. o the two open end portions of t e outer cylinders, as 1, 1", are fixed two caps 14, 15; cap 14 at one end closing the two gas passages 5, 0, and connecting the lower water passage 9 with the two upper return passages 7,8; while ca 15 at the other, closes the opposite ends of t e gas passages :3, 6, and so )fll'lllQS the single incoming water passage 9 mm the two return passages 7, 8; there being in this latter cap, an inlet 16 and an outlet 17 through which cooling water enters and leaves its passage.

Having now, in a general way, described the form of the unit. cylinder, and its gas passa es and water passages, and how unit cylinders and their passages may be cnmliim'd into a multi-unit cylinder engine, I will next consider, in particular, the gas passages, and the valve mechanism controlling the How of gases through the inlet opcnin s, and the exhaust openiiws, having in nlinil, Figs. 5 to 10 inclusive. crank shaft 18 is mounted in suitable bearings 19 in the crank case 3, and is driven, in the usual way, by pistons 20, acting through the connecting rods 20". Also extending through, and mounted in bcarin s in, the crank case, are two vulva cuiu shifts '21, .22, parallel with the shaft. and driven from a gear wheel .23 on the latter, which lncshos directly with two pours 2-1, 25, one on cut-h cnin shall. ill, .52. ,lpon those cum shafts are mounted the usual cums :51", 26', l igi-a. It, 'i', U, fo operating tho valve mechanisms for each cylinder. A main gas feed pipe 27 opens into the nlet gas passage 5 extendin through all of the castings of the unit cy inders, F lgs. 6, 10; and a group of three inlet valve openings 28, 29, lead upward from the gas passage 5 into an ex lUSlOIl chamber 10 of each cylinder. Di recs over each valve opening, and in the roof 0 the explosion chamber, is a threaded hole, as 30, Figs. 1, 6, through which an inlet valve, as 31 and stem 32 may be dropped into operative position, in its valve seat in its respective valve opening. the stem 3'2 assing down through a long bearing formed li a hole through an enlargement 33, in the wall of the gas passage; the lower end portions of stems 32, 34, Figs. 1. 6, 7 of each grou lying below the as passage 5 and exose to view outside 0 their cylinder casting. Into one of these openings for each cv inder. may be mounted a spark plug 36, the other openings being closed by suitable screw plu s 37. Upon the exposed portion of each va ve stem is mounted a coil spri 38; one end of which abuts the under slde o the head 4, the other end abutting a shoulder piece 39 threaded and screwed upon a correspondingly threaded ortion of the exposed valve stem. A choc piece 40 abuts the shoulder and also serves, by its adjustment on the valve stem, to determine the le th of the valve stem. Each group of va ve stems, Figs. 1. (i, 7, is operated by a horizontal lifting bar 41 which is moved into engagement with them b a vertically reciprocating cam rod 42 fix to said bar and movable in a hearing member 43, fixed in the top of the crank case 3; said cam rod having a roller wheel 44 at its bottom portion, engaged and operated by the cam 26. A coil spring 45. on the cam rod holds the roller in constant contact with the cam. By the adjustment of the shoulder pieces 39 to the check iieces 40, the length of the valve stems mav varied as desired. In all of the grou )S of intake valves, the valve stems are 0 the same length. because these valves are opened at. the same time. a aiust a back pressure substantially that o the atmosphere. But with the groups of exhaust valves working against a ack pressure above that of the atmosphere, all of the valves of each group. do not open at once. That lhev may not so open. the length of one of the three valve stems of each group of exhaust valves. as

32', hi". 8, which I will call the release valve stem. is such that when all of the three valves are in their seats in nornud msition, ll 1H ust In contact with the lifting or 41'; and the other stems 34' are slightly shorter. and are slightly distant from the lil'linglml'; so that when the latter is moved up by the rod l2. l ig. B the release valve ill with its long stem 32' [H fllltlltll llrsl. and lheu the other two valves 33', Fig. J, ust afterward;

and when the bar descends, the two valves 35' close first, and the release valve 31 last. It may be said that, practically, the exhaust as passage 6 and its main outlet 4-8, the exmust 0 ienings '28 29', and exhaust valves 31'. 35 and the lifting bar 41 and cam shaft 22 are in number and arrangement, like the intake gas 0 enings and valve mechanism, except t iatt w intake valves operate simultaneous] while of the outlet valves the release valve 0 icrates first.

I will now exp rain the operation of so much of my invention as controls the flow of the gases into and out of the explosion chamber. The piston 20, Figs. 5, 6. is assumed to be in its uppermost position; the burned uses have been exhausted; the inlet valves,

igs. t, 7, and the exhaust valves are closed. In the clearance space or explosion chamber 10, of the cylinder. there is a pressure. substantially that of the atmosphere. The moment the inlet cam shaft 21 is turned in the direction indicated by the arrow. th" inlet cam 26 begins to net on the vertical cam rod 42. The lifting bar 41. Figs. 6. 7. at once engages the three valve stems. havin the same length; the three valveso u-n simu taneously. and there results the urge circumferential inlet gas area desired. and through which, during all the intake stroke of the iston, a large body of gas freely flows into t e explosion chamber. The piston having reached the bottom of its stroke. it next ascends, the gas or explosive mixture is compressed and then ignited at the sun-k plum The piston is driven ll0\\ll\\'fll( hy the explosion. and the burned gases. when the piston is at the bottom of its stroke. are ata pressure much above that of the atmosphere and are acting upon the top surfaces of the outlet or exhaust valves. But at this moment. the exhaust cam 26' Fig. h. is beginning to raise the lifting har 4L. and the release valve 31', having the long stem 32'. In so doing. the power required is that to overcome the pressure on the top of the release valve. and the tension of the roll spring 38'. In so opening this valve. the pressure in the clearance space of the cylinder is greatl reduced: the her next raises the other vnl i'es 35'. 35' with shorter stems 2H, 34'. against said reduced pressure, and there results a large exhaust rirruml'rrruliul area equal to that of the three mlilt'l valves. The piston having reached the end of its upstroke. and the exhaust ram having permitted the springs to restore the exhaust valves to their normal positions. in their respm'tlvt' seals. the cycle of operations. in so far as taking and exploding the gas mixture. and rxhuusling the burned gases. is completed. and the oprl'nlrd mrrlmnism is ready to repeal the rvrle. In regard In hoth the inlet valves and the ottlh'l rains. I gain in the volume of gas lulu-n in and exhausted:

in an easy transition between high apd low pressure; in saving the power required to open an old valve of equal area; and to obtaining said total increased area without; 1ncreasing the diameter of the valve opening.

I will now describe so much of my invention as relates to the circulation of the cooling water. The cooling water is drawn from a radiator 70. Fig. 5, through a suitable feed pipe 71, not wholly shown, but readil understood, by a screw pump 72, mount on a shaft 73 having a journal bearing 74 in a cup chamber 75, fixed to the end cap 14 of the first cylinder 1. Into this screw cup is led the feed pipe 71, so that a rotation of the screw draws feed water from the radiator, and forces it through the inlet 16 of the cap 14 into the water passage 9 of the unit cyl nder 1, and out through the water outlet 17 in the cap, into a return pipe 76 which leads hack to the radiator. A continuous circulation of cooling water is thus kept up through one or more unit cylinders, the course of which will be made plain later. To operate this pump, two pin wheels 77, 78, and a slotted belt 79 are provided; one wheel 77 being fixed to the outer end rtion of the crank shaft 18 extendin out t irough one end of the crank case; t e other pin wheel 78, on the pump shaft 73; and the slotted belt 79 operatively connecting said pin wheels. Obviously while the engine runs, the pump operates. After the water is forced as above stated. through the inlet opening 16, in the cap 14, into the broad water passage 9 of the first cylinder casting. 1, it flows, as indicated arrows in Fig. 11. around and by each cylinder until it comes to the reversing end cap 14, which deflects it into the two upper return water passages 7. H. One part of the returning water passes around and by the cylinders, and the other flows over the top of the cylinder, so that so much of each cylinder as serves to form the walls exposed to the hot exploded gases. has substantially all of its exterior heat radiating surfaces contacting the flow of the cooling water. The heated cooling water then leaves the water mssagcs of the cylinders, by the outlet in t. to front end cap, and returns in a way already described, to the radiator. the cooling of which may be acceleratctl by strong air currents brought about by a fan 80. fixed on the pump slnlt't T3.

'lo repeat :-.\ll the water pumped passes about all of the engine unit cylinders, to one dim-lion. and then turns upon itself and flows bncl; through and out of them, the heat radiating surfaces bein" so proportioned that in theory. and substantially in prncl ice. the menu leln|wrutllre of the coolmg water passing through each unit. is constunl. and the tcnuwrntum of each cylinder is constant and equal to that of every other.

To make this fact. perha laincr, reference may be had to Fig. 12 which shows diagrammatically the mean temperature of the cooling water, due to the double passage of the coolin water, by each cylinder. For the sake o illustration, we will assume that; the tem rature of each cylinder without the aim; ication of cooling water, is 260 degrees a while with the water, each is kept at 240 degrees, by abstracting an amount of heat from each c tinder equal to 20 degrees of temperature. lhe cooling water entering the first cylinder, 1, through the broad lower passage is at 80 degrees; when it reaches the second cylinder, 1', it has acquired heat from the first cylinder, and its temperature increased by 10 degrees; that is, its temperature is 90 degrees. After passing the second cylinder, 18, its temperature is again increased 10 degrees. 'lhe water entering the third cylinder 1", has 100 d see of temperature; and 110 de rees, w en entering the fourth cylinder 1 while on leavin the lower passage of the last or fourth cyl inder, the, temperature is at 120 degrees. But here the water begins flowing back throu h the two upper passa 7, 8, of the cylin ers. As it leaves the irth cylinder on its return, it is at 180 degrees; that is, the mean temperature of the water passin through the last cylinder is 20 de s. an the water has abstracted from the cylinder heat sutlicient to raise the temperature of the water 20 de a. After passtn through the third cyliniiii l", it has become eated to 140 degrees, so that its mean temperature is equal to one half of the sum of the temperature of the incoming cooling water, viz., 100 degrees, and that. of out going water, viz., 140 degrees, which equals 120 degrees. This returning water acquires 10 degrees more heat in passing through the second cylinder, and its mean temperature is evidently 120 degrees; and while said water is returning through the first cylinder, it. is heated 10 degrees more, so that the. mean temperature of the water passing through the first cylinder is likewise 120 degrees. 'lhat the mean tenumrature of the water passing through each cylinder is 120 degrecs; and with a mean tcm )cratnre of 120 degrees, the cooling water a lSlItltlH 20 degl'ttES of heat from each cylinder. In other words, by so arran ing the water passages and their hcat ratiating surfaces in each cylinder, that the cooling water absorbs the some. amount of heat. and has a constantmenn temperature. the cylinders will have a constant common temperature.

To summarize. it is evident. that each unit cylinder is of such form that it can be easily rust. and all [laws in its nut-films easily dotertcd; that each unit is sell contained us to its gas passages and its water passages. and that any number of cylinders and the Hum--4- liltl sary gas passages and water passages may be assembled or dismembered with great ease and speed; that the gas passages are so lo eated that the valves and stems may be mounted or removed with facility; and the adjusting devices are very accessible; that the valve mechanism is such as to permit large gas openings; that the water passages are so designed and proportioned that the cylinders are kept at a substantially uniform temperature; that the pump, fan, and cam shafts are all compactly arranged together in relation to the driving crank shaft; and conveniently accessible; in short that an engine embodying my invention is simple in construction, arrangement of parts, and operation; is strong, light in weight, and very etlicient.

Having described my invention, its objects and the principles employed in obtain ing them, and desiring to protect said invention in the broadest manner legally possible, what I claim is 1. A group of two or more abutting cylinders for an internal combustion engine, each cylinder having therethrough suitable gas passages and cooling water passages which, when the cylinders are secured together and abut, form continuous gas passages and water passages through the group; means on one end cylinder of the group, to close each open gas passage, and means to separate the water passages; means on the other end cylinder, to close each of the open gas passages, and means to connect the openings of the water passages.

2. A group of two or more abutting cylinders for an internal combustion engine, each cylinder having suitable cooling water passages, Which when the cylinders are secured together and abut, form continuous water passages through the group; means on one end cylinder of the group, to separate the Water passages; and means on the other end cylinder, to connect the openings of the water passages; all designed so that cooling water may flow by the cylinders in one direction, and then turn and flow back in an opposite direction.

3. A group of two or more abutting cylinders for an internal combustion engine, each cylinder having suitable cooling water passages, which when the cylinders are secured together and abut, form continuous water passages through the group; a cap for one end cylinder of the group, to separate the water passages; and a cap for the other end cylinder to connect the openings of the wa ter passages; all designed so that cooling water may tlow by the cylinders in one direction, and then turn and low back in an opposite direction by said cylinders.

4. A group of two or more abutting cylinders for an internal combustion engine, having therethrough suitable gas passages and cooling water passages which, when the cylinders are secured together and abut, form continuous gas passages and water passages through the group; a cap for one end cylinder of the group to close the open gas pas sages, and separate the water passages; and a cap for the other end cylinder to close the open gas passages and connect the openings of the water passages.

5. A unit cylinder and head, all cast in one piece; said head having two parallel side surfaces, and parallel water passages and gas passages extending through said head, at right angles to said parallel side surfaces; said water passages surrounding portions of said cylinder within said head, and lying between the walls of said cylinder and the gas passages.

In testimony whereof I aflix my signature in presence of two witnesses.

JQHN OTTO HEINZE, JR. Witnesses:

E. F. UNIAG, F. J. V. DAKIN. 

